Not too impressed with the gains on the RSX headers (5-6 WHP). I think DC Sports is reporting a bit more from their to-be-released headers. Over on ClubRSX, I've seen that DC is reporting either 7-9 WHP or 16 WHP (the 7-9 sounds more believeable).

I believe that the 16 WHP from DC was based on their intake/header/exhaust combo, not just the headers. Either way, that is a pretty good number for just I/H/E on a Honda 4 cylinder (when compared to others, like the B16)

The numbers are a bit optimistic. AEM numbers are bloated in my mind. My friend has it on his Type S and he very disappointed after he tested the product. Personally I don't trust a lot of the manufacture's claim. It's really hard to gain much power from exhaust with small displacement engines unless you are running no cat.

Actually, it is 32 WHP from the header/exhaust for the CL/TL Type S. The exhaust system is not even a cat back, it is simply a rear section replacement. Here are the dyno numbers from Comptech.
http://www.comptechusa.com/images/dyno/2000CLSplot.pdf

I've seen a few different dyno plots on the AEM CAI. I'm not sure whether differences in gains are a function of atmospheric conditions, dyno test procedures, or some other variable. However, when AEM had their dyno day and invited Injen, I read the test procedure and saw the results. The test procedure is correct and the results speak volumes. So, take it for what its worth, I guess.

Regardless, in theory, the AEM should make the most gains (cold air intake vs. the rest being short rams). Plus, they make high quality pieces.

Not sure what else is on my wish list yet, jfunk. The DC5 platform is still very new, so I'm waiting for a little research to be made on the chassis to see what works with suspension and what doesn't. Bolt-ons are comparatively easy to do R&D with: all you need is a dyno and the ability to use it for trial and error with different parts. Suspension is more of a gray area: not every manufacturer has access to unlimited track time.

Koni has some shocks in R&D. There are some coilover kits available, too. As for braces, I'd consider the new Comptech front strut tower, and Mugen has some nice stuff, too. The RSX has a stock rear lower tie bar, so no need to add a new one. If you get a rear sway, the nice ones have a new tie included.

Are there any actual benefits to a short ram other than that it "sounds cool"- particularly when VTEC'ing? It seems to me that it has little to no advantage drawing up hot/warm air near the center of the engine, and if that is the case why not just get a K&N drop in filter- at least it is shielded from the heat somewhat in the stock box? I guess from a few dyno's I've seen (independent/non-manufacturer tests) the short rams don't do much better than stock, if not worse, losing Hp and torque in various parts of the power band. Of course a CAI is a different story.

Show me any mod to a Honda that is not a SC or TC that adds 30+ HP in the middle of the power band. The Comptech GSR with intake and exhaust only adds 5-6 throughout the power band and peaks at 8. Being that the Type S header alone adds that much power at peak, it shows how restrictive the stock exhaust manifold is for high RPM. My CL Type S is stock and pulls hard all of the way to rev limiter, I couldn't imagine an extra 30 WHP in that last 1000 RPM.

You can pick up a few HP with a short ram, but generally, they don't do too well. They suck up hot air and also don't have very good resonance tuning due to their short size. Also, I think they sound quite annoying. Even the CAIs are loud when in the upper RPM ranges.